A power conserving system for a vehicle

Abstract

The present disclosure envisages a power-conserving system (100) for a vehicle which comprises a first sensing unit (105) to detect the vehicle's angle of inclination and a second sensing unit (110) to monitor the vehicle's speed. A control unit (120) processes these signals and compares them to predetermined thresholds to determine whether the power source should be activated or deactivated. An actuator connected to the vehicle power source, receives the first actuating signal to deactivate the power source, and facilitate conservation of energy.

Description

[0001] A POWER CONSERVING SYSTEM FOR A VEHICLE

[0002] FIELD

[0003] The present disclosure relates to power conserving systems of vehicles.

[0004] BACKGROUND

[0005] There is still an unsolved need in the automotive industry to optimize energy usage in vehicles, particularly during conditions where power consumption is unnecessary, such as when the vehicle is moving downhill. Traditional vehicles, including both fuel-driven and electric vehicles, continuously consume energy from their power sources even in scenarios where this consumption could be minimized. This leads to inefficient energy use and increased carbon emissions, especially in hybrid or electric vehicles. As the vehicles descend slopes or move in low-power-demand situations, the power source remains active, contributing to excessive fuel or battery depletion.

[0006] Existing vehicle power management systems typically rely on manual intervention or do not account for variations in vehicle movement, such as changes in inclination or speed. While regenerative braking systems are provided to recover energy during deceleration, they do not address the issue of conserving energy when the vehicle is simply moving downhill without requiring power for propulsion. Additionally, current systems lack the ability to automatically adjust power usage based on real-time conditions like the vehicle's inclination or speed.

[0007] Therefore, there is a felt need for a power conserving system that alleviates the aforementioned drawbacks.

[0008] OBJECTS

[0009] Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:

[0010] It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.

[0011] An object of the present disclosure is to provide a power-conserving system for a vehicle. Another object of the present disclosure is to provide a power-conserving system that automatically detects the vehicle's inclination and speed and deactivates the power source during low-energy-demand conditions.

[0012] Yet another object of the present disclosure is to provide a power-conserving system that reduces unnecessary energy consumption of a vehicle by selectively activating and deactivating its power source based on real-time vehicle conditions.

[0013] Still another object of the present disclosure is to provide a power-conserving system that enhances the energy efficiency of a vehicle by ensuring that the power source is only active when needed, extending battery life, or reducing fuel consumption.

[0014] Still another object of the present disclosure is to provide a power-conserving system that improves the overall efficiency and sustainability of a vehicle and reduces the carbon footprint to promote eco-friendly driving practices.

[0015] Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.

[0016] SUMMARY

[0017] The present disclosure envisages a power conserving system for a vehicle. The system comprises a first sensing unit configured to sense the angle of inclination of the vehicle and generate a first sensed signal corresponding to the sensed angle of inclination. The system further comprises a second sensing unit configured to detect the speed of the vehicle and generate a second sensed signal corresponding to the detected speed value. A control unit is coupled to the sensing unit configured to receive the sensed signals. The control unit is configured to compare the sensed angle of inclination with a predetermined threshold angle value and is further configured to compare the sensed speed value with a predetermined threshold speed value. The control unit is further configured to generate a first actuating signal if the sensed angle of inclination is less than the predetermined threshold angle value and the sensed speed value meets or exceeds the predetermined threshold speed value. The system also comprises an actuator connected to the vehicle power source and configured to communicate with the control unit to receive the first actuating signal. The actuator is further configured to deactivate the power source to facilitate conservation of energy. In an embodiment, the control unit comprises a repository configured to store therein a predetermined threshold angle value and a predetermined threshold speed value therewithin. The control unit further comprises a processor configured to communicate with the repository and receive the threshold values. The processor is further configured to receive the sensed values and compare the received values with the stored threshold values to generate the first actuating signal.

[0018] In another embodiment, the processor is configured to generate a second actuating signal if the sensed angle of inclination is greater than or equal to the predetermined threshold angle value.

[0019] In yet another embodiment, the actuator is configured to receive the second actuating signal and is further configured to activate the power source.

[0020] In still another embodiment, the system comprises an obstruction sensor configured to identify the oncoming vehicle or obstruction in a predetermined vicinity of the vehicle and is further configured to generate an obstruction sensed signal.

[0021] In a further embodiment, the processor is configured to receive the obstruction sensed signal and is further configured to generate the second actuating signal to switch ON the power source of the vehicle in an event wherein the power source is switched off, to control the movement of the vehicle.

[0022] In another embodiment, the first sensing unit is selected from the group consisting of a single-axis inclination sensor, a two-axis tilt sensor or a three-axis tilt sensor.

[0023] In still another embodiment, the second sensor is selected from the group consisting of tachogenerators and magnetic variable reluctance (VR) probes. Furthermore, the system is configured to be manually overridden and be deactivated by pressing down the vehicle accelerator, to facilitate instant actuation of the power source.

[0024] In yet another embodiment, the power source comprises a regenerative unit connected to the actuator. The regenerative unit is configured to be activated by the actuator to enable regeneration of power when the sensed angle of inclination is less than the predetermined threshold angle value.

[0025] BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING The power conserving system for a vehicle of the present disclosure will now be described with the help of the accompanying drawing, in which:

[0026] Figure 1 illustrates a block diagram of the power conserving system of the present disclosure.

[0027] LIST OF REFERENCE NUMERALS

[0028] 100 power conserving system

[0029] 105 first sensing unit

[0030] 110 second sensing unit

[0031] 115 obstruction sensor

[0032] 120 control unit

[0033] 125 repository

[0034] 130 processor

[0035] 135 actuator

[0036] 200 power source

[0037] 210 regenerative unit

[0038] DETAILED DESCRIPTION

[0039] The present disclosure relates to power conserving systems of vehicles.

[0040] Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.

[0041] Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details, are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.

[0042] The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms "comprises," "comprising," “including,” and “having,” are open ended transitional phrases and therefore specify the presence of stated features, integers, steps, operations, elements, modules, units and / or components, but do not forbid the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.

[0043] When an element is referred to as being "mounted on," “engaged to,” "connected to," or "coupled to" another element, it may be directly on, engaged, connected or coupled to the other element. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed elements.

[0044] The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region, layer or section from another component, region, layer or section. Terms such as first, second, third etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.

[0045] Terms such as “inner,” “outer,” "beneath," "below," "lower," "above," "upper," and the like, may be used in the present disclosure to describe relationships between different elements as depicted from the figures.

[0046] There is still an unsolved need in the automotive industry to optimize energy usage in vehicles, especially in situations where power consumption is unnecessary. Traditional vehicles, including both fuel-driven and electric vehicles, consume energy continuously, even in conditions where this consumption can be minimized. For example, when a vehicle is moving downhill, there is little to no need for power from the engine to propel the vehicle, yet the power source remains active, leading to energy wastage and increased fuel consumption. Similarly, when vehicles are in low-power-demand scenarios, such as coasting at a steady speed or moving on flat terrain, the power source continues to operate, unnecessarily consuming energy and reducing overall efficiency.

[0047] Existing power management systems often lack the ability to automatically detect and respond to varying driving conditions. While some vehicles have regenerative braking systems, which help recover energy during deceleration, they do not address the broader issue of controlling the power source during low-energy-demand conditions. Moreover, traditional systems may not respond to the vehicle's inclination and speed dynamically, which leads to continued energy consumption even when it is not needed.

[0048] To address the aforementioned drawbacks, the present disclosure envisages a powerconserving system (100) for vehicles and describes it with reference to Figure 1.

[0049] The power-conserving system (100) (hereinafter referred to as ‘the system (100)’) is configured to optimize energy consumption by dynamically controlling the operation of the vehicle's power source (200). The system (100) is configured to automatically deactivate the power source during conditions where energy consumption can be minimized, such as when the vehicle is moving downhill or when energy demand is low. By ensuring that the power source is used only, when necessary, the system (100) improves fuel efficiency, reduces unnecessary power consumption, and lowers the vehicle’s carbon footprint, thereby promoting eco-friendly driving habits. The system (100) helps in reducing energy waste in vehicles, particularly when used in electric or hybrid vehicles that rely on power sources for propulsion.

[0050] The system (100) comprises a first sensing unit (105) and a second sensing unit (110). The first sensing unit (105) is configured to monitor the vehicle's angle of inclination and generate a first sensed signal corresponding to the sensed angle of inclination. The second sensing unit (110) is configured to detect the speed of the vehicle and generate a second sensed signal corresponding to the detected speed value.

[0051] The system (100) further comprises a control unit (120) coupled to the sensing unit configured to receive the sensed signals. The control unit (120) is configured to compare the sensed angle of inclination with a predetermined threshold angle value. The control unit (120) is further configured to compare the sensed speed value with a predetermined threshold speed value, in the event that the sensed angle of inclination is less than the predetermined threshold angle value, to generate a first actuating signal if the sensed speed value is equal to or greater than the predetermined threshold speed value.

[0052] The system also comprises an actuator (135) connected to the vehicle power source. The actuator (135) is configured to communicate with the control unit (120) to receive the first actuating signal. The actuator (135) is configured to deactivate the power source, to facilitate conservation of energy.

[0053] In an embodiment, the control unit (120) includes a repository (125) and a processor (130). The repository (125) is configured to store a predetermined threshold angle value and a predetermined threshold speed value there within. The processor (130) is configured to communicate with the repository (125) to receive the threshold values therefrom. The processor (130) is further configured to receive the sensed values and compare the received values with the stored threshold values to generate the first actuating signal in the event that the sensed angle of inclination is less than the predetermined threshold angle value, and the sensed speed value is equal to or greater than the predetermined threshold speed value.

[0054] More specifically, if the first sensed signal indicates that the vehicle is on a downward slope, the processor (130) proceeds to evaluate the second sensed signal, which measures the speed of the vehicle. If the vehicle’s speed meets or exceeds the predetermined threshold value, the processor transmits the first actuating signal to the actuator to deactivate the power source (200), thus conserving energy during the low-power-demand condition.

[0055] If the vehicle moves from downward slope to the upward slop, its angle of inclination becomes greater than or equal to the predetermined threshold angle value. During this condition, the processor is configured to generate a second actuating signal. The actuator (135) is configured to receive the second actuating signal and is further configured to activate the power source (200). Similarly, when the vehicle continues to move on the upward slope or at a level position, the processor (130) determines that the vehicle’s angle of inclination is above the predetermined threshold value and the system (100) will not deactivate the power source (200). This dynamic adjustment capability of the system (100) allows it to balance between energy conservation and the need for power, ensuring that the vehicle operates efficiently under varying conditions. The interaction between the control unit (120), the actuator (135), and the power source (200) allows for seamless and efficient control of the vehicle's energy usage, optimizing both performance and fuel efficiency without requiring manual intervention from the driver. In an embodiment, the predetermined threshold angle value can be between 5° angle and 30°. Above 30° it is not advisable to switch off the engine as the driver has to be in full control of the vehicle.

[0056] In an embodiment, the first sensing unit (105) is selected from the group consisting of a single-axis inclination sensor, a two-axis tilt sensor, a three-axis tilt sensor. The inclination sensors can detect the direction and magnitude of the vehicle's tilt in real time, thereby enabling the control unit (120) to make informed real-time decisions regarding power source activation and deactivation. The accurate measurement of inclination ensures that the system (100) responds effectively to changes in terrain, optimizing energy use based on the slope of the road or path.

[0057] In an embodiment, the second sensing unit (110) is selected from the group consisting of tacho-generators and magnetic variable reluctance (VR) probes. These sensing units can provide real-time, accurate speed measurements that allow the control unit (120) to compare the current vehicle speed with a predefined threshold speed value, which is necessary for deciding when to deactivate or adjust the power source. The second sensing unit (110) consisting tacho-generators and magnetic variable reluctance (VR) probes is configured to be compatible with various vehicle types and models.

[0058] In another embodiment, the system (100) includes an obstruction sensor (115). The obstruction sensor (115) is configured to detect the presence of any oncoming vehicles or obstacles in a predetermined vicinity of the vehicle. When an obstruction is detected, the obstruction sensor (115) generates an obstruction-sensed signal, which is transmitted to the control unit (120). The processor (130) receives and evaluates the obstruction-sensed from the obstruction sensor (115) and generate the second actuating signal to enable switching ON of the power source (200) of the vehicle in an event wherein the power source is switched off, to control the movement of the vehicle.

[0059] This ensures that the vehicle maintains optimal power when it is necessary to maneuver around an obstruction, such as when overtaking another vehicle or avoiding a hazard on the road. The integration of the obstruction sensor (115) provides a significant safety feature, ensuring that the vehicle is always powered when needed to safely navigate complex driving conditions. In yet another embodiment, the system (100) is also configured to be manually overridden, and be deactivated by pressing down the vehicle accelerator, to facilitate instant actuation of the power source (200). This provides the driver with control over the power source (200) in specific situations where immediate action is required. In such cases, the vehicle's power source (200) can be instantly activated by pressing down the accelerator, bypassing the automatic control system. This feature is particularly useful in scenarios such as sudden acceleration or when the vehicle needs to respond quickly to avoid an obstacle or take evasive action. The manual override ensures that the driver has full control over the vehicle's power system in urgent situations, while still benefiting from the energy conservation provided by the automatic system during normal driving conditions.

[0060] In yet another embodiment, the power source (200) includes a regenerative unit (210) configured to be connected to the actuator (135). The regenerative unit (210) is configured to be activated by the actuator (135) to enable regeneration of power when the sensed angle of inclination is less than the predetermined threshold angle value. More specifically, the regenerative unit (210) is activated when the power source (200) is deactivated, such as when the vehicle is moving downhill, and the power source is no longer needed for propulsion. During this time, the regenerative unit (210) captures the energy that would otherwise be lost and converts it back into usable power. This energy can then be stored in the vehicle's battery or used to assist with future energy demands. By integrating the regenerative unit (210) therewith, the power-conserving system (100) not only reduces energy consumption but also contributes to energy recovery, enhancing the vehicle's overall energy efficiency and sustainability.

[0061] In still another embodiment, the system (100) is highly adaptable and can be implemented in a wide range of vehicles, from two-wheelers to multi-wheeled vehicles, as well as from fuel- driven vehicles to electric vehicles. The versatility of the system (100) allows it to be used in various types of transportation, making the system (100) suitable for both conventional internal combustion engine vehicles and modern electric and hybrid vehicles. In electric vehicles, this system helps extend battery life by minimizing unnecessary power usage, while in fuel-driven vehicles, it optimizes fuel efficiency. The system (100) can be integrated into the vehicle’s existing infrastructure, working seamlessly with the vehicle's propulsion and energy management systems to enhance overall efficiency without requiring significant modifications to the vehicle's configuration. The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment but are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.

[0062] EXAMPLES

[0063] The disclosed system will now be explained with the help of hypothetical non-limiting anecdotal examples as stated herein below.

[0064] Example 1: An electric vehicle (EV) encounters a downhill highway slope of 10° while driving at a speed of 50 km / h, which exceeds its preset speed threshold of 40 km / h. The system's first sensing unit detects the slope, which is below the 15° threshold for triggering certain operations. Simultaneously, the second sensing unit records the higher-than-threshold speed. Consequently, the control unit sends an actuating signal to deactivate the power source while activating the regenerative braking system to convert kinetic energy into battery power. This operation recharges the battery, conserves energy, and extends the vehicle's driving range efficiently.

[0065] Example 2: A fuel-powered SUV transitions from descending a slope to ascending an uphill road with a 20° incline. Initially in power-conservation mode during the descent, the vehicle’s system identifies the upward slope exceeding the 15° threshold through its first sensing unit. The control unit responds by generating a signal that reactivates the power source, enabling the vehicle to climb the hill with adequate propulsion. This seamless shift from power conservation to active mode ensures the SUV maintains efficiency and uninterrupted operation.

[0066] Example 3: A vehicle coasting downhill with its power source deactivated encounters an obstacle — a stationary vehicle 20 meters ahead. An obstruction sensor detects this hazard and sends a signal to the control unit. The control unit then generates a signal to reactivate the power source, allowing the driver to maneuver safely around the obstruction with full propulsion. This timely system intervention ensures collision avoidance and enhances safety without requiring manual activation by the driver. Example 4: While descending a slope at 60 km / h with the power source deactivated for energy conservation, a driver faces an overtaking hazard that requires immediate acceleration. By pressing the accelerator pedal, the driver manually overrides the system, prompting the actuator to instantly reactivate the power source. This feature enables rapid acceleration, allowing the driver to avoid the hazard effectively and highlighting the importance of a manual override for emergency scenarios.

[0067] Example 5: A hybrid vehicle navigates flat terrain in low-speed urban traffic, coasting at 25 km / h, which is above the 20 km / h speed threshold for power conservation. The second sensing unit detects the speed, and the control unit generates a signal to deactivate the power source as it is unnecessary at this speed. This efficient operation helps the hybrid vehicle conserve fuel while maintaining its momentum, making it ideal for stop-and-go urban traffic scenarios.

[0068] TECHNICAL ADVANCEMENTS

[0069] The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a power conserving system for a vehicle that:

[0070] • provides a power-conserving system for a vehicle that automatically detects the vehicle's inclination and speed, and deactivates the power source during low-energy- demand conditions;

[0071] • provides a system that reduces unnecessary energy consumption of the vehicle by selectively activating and deactivating its power source based on real-time vehicle conditions, thereby conserving energy;

[0072] • enhances the energy efficiency of the vehicle by ensuring that the power source is only active when needed, thus extending battery life, or reducing fuel consumption; and

[0073] • provides a system that improves the overall efficiency and sustainability of the vehicle and reduces the carbon footprint to promote eco-friendly driving practices.

[0074] The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.

[0075] The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and / or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.

[0076] The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.

[0077] Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.

[0078] The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher / lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.

[0079] While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation

Claims

CLAIMS:

1. A power conserving system (100) for a vehicle, said system (100) comprising:• a first sensing unit configured to sense the angle of inclination of the vehicle, and generate a first sensed signal corresponding to said sensed angle of inclination;• a second sensing unit configured to detect the speed of the vehicle, and generate a second sensed signal corresponding to said detected speed value;• a control unit (120) coupled to said sensing unit configured to receive said sensed signals, said control unit (120) configured to compare the sensed angle of inclination with a predetermined threshold angle value, and further configured to compare the sensed speed value with a predetermined threshold speed value, in the event that said sensed angle of inclination is less than said predetermined threshold angle value, to generate a first actuating signal if said sensed speed value is equal to or greater than said predetermined threshold speed value; and• an actuator (135) connected to the vehicle power source, said actuator (135) configured to communicate with said control unit (120) to receive said first actuating signal, said actuator (135) configured to deactivate the power source, to facilitate conservation of energy.

2. The system (100) as claimed in claim 1, wherein control unit (120) includes:• a repository (125) configured to store therein a predetermined threshold angle value and a predetermined threshold speed value therewithin; and• a processor (130) configured to communicate with the repository (125) to receive said threshold values therefrom, said processor (130) further configured to receive said sensed values and compare said received values with said stored threshold values to generate said first actuating signal in the event that said sensed angle of inclination is less than said predetermined threshold angle value, and said sensed speed value is equal to or greater than said predetermined threshold speed value.

3. The system (100) as claimed in claim 2, wherein said processor is configured to generate a second actuating signal if said sensed angle of inclination is greater than or equal to said predetermined threshold angle value.

4. The system (100) as claimed in claim 1, wherein said actuator (135) is configured to receive said second actuating signal and is further configured to activate the power source (200).

5. The system (100) as claimed in claim 1, which includes an obstruction sensor (115) configured to identify the oncoming vehicle or obstruction in a predetermined vicinity of the vehicle and is further configured to generate an obstruction-sensed signal.

6. The system (100) as claimed in claim 5, wherein said processor (130) is configured to receive the obstruction sensed signal, and is further configured to generate the second actuating signal to enable switching ON of the power source (200) of the vehicle in an event wherein the power source is switched off, to control the movement of the vehicle.

7. The system (100) as claimed in claim 1, wherein said first sensing unit (105) is selected from the group consisting of a single-axis inclination sensor, a two-axis tilt sensor or a three-axis tilt sensor.

8. The system (100) as claimed in claim 1, wherein said second sensor (110) is selected from the group consisting of tacho-generators and magnetic variable reluctance (VR) probes.

9. The system (100) as claimed in claim 1, wherein said system (100) is configured to be manually overridden and be deactivated by pressing down the vehicle accelerator, to facilitate instant actuation of the power source (200).

10. The system (100) as claimed in claim 1, wherein said power source includes a regenerative unit (210) connected to said actuator (135), said regenerative unit (210) configured to be activated by said actuator (135) to enable regeneration of power when said sensed angle of inclination is less than said predetermined threshold angle value.

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